Wet Runway, Physics, Certification, Applicationleonardo-in-flight.nl/PDF/Boeing Wet Runway (Physics-Certfication and Application).pdfWet Runway Performance Considerations • Reduced

BOEING is a trademark of Boeing Management Company.Copyright © 2005 Boeing. All rights reserved.

Wet Runway, Physics, Certification, Application

Wet Runway, Physics, Certification, Application

Paul GiesmanFlight Operations EngineeringBoeing Commercial Airplanes

Paul GiesmanFlight Operations EngineeringBoeing Commercial Airplanes

GIESMAN.2Copyright © 2005 Boeing. All rights reserved.

IntroductionIntroduction

• Physics

• Regulations

• Data basis and assumptions

• Special considerations─ Clearway considerations─ Skid-resistant─ Reverser inoperative ─ Antiskid inoperative

• Physics

• Regulations

• Data basis and assumptions

• Special considerations─ Clearway considerations─ Skid-resistant─ Reverser inoperative ─ Antiskid inoperative


Fundamental Wheel/Tire BrakingFundamental Wheel/Tire Braking

WetWet

DryDry

Wheel braking coefficientWheel braking coefficient

Slip ratioSlip ratio0Free Rolling

0Free Rolling

1.0Locked Wheel

1.0Locked Wheel


Airplane BrakingCoefficient

Airplane BrakingCoefficient

Aircraft Braking ConsiderationsAircraft Braking Considerations

FB, brake forceFB, brake force

W - LW - L

Average weightOn wheels


Brake energyBrake energy

Antiskid (μ) limited regionAntiskid (μ) limited regionFBFB

W - LW - LμBμB == == ConstantConstant

Torque Limited RegionFB = Constant

Torque Limited RegionFB = Constant

Dry runway performance - Maximum manual wheel brakingDry runway performance - Maximum manual wheel braking


Brake energyBrake energy

Friction Limited BrakingFriction Limited Braking

FB, brake forceFB, brake force

W - LW - L



Dry runway performance - Maximum manual wheel brakingDry runway performance - Maximum manual wheel braking

Less available runway friction results in lower airplane braking coefficient and therefore stopping force due to the wheel brakes

Less available runway friction results in lower airplane braking coefficient and therefore stopping force due to the wheel brakes


Runway Friction and Runway Texture or How Slippery Is WetRunway Friction and Runway Texture or How Slippery Is Wet

• Microtexture refers to the fine scale roughness contributed by small individual aggregate particles on pavement surfaces which are not readily discernible to the eye but are apparent tothe touch, i.e., the feel of fine sandpaper

• Macrotexture refers to visible roughness of the pavement surface as a whole

• Microtexture provides frictional properties for aircraft operating at low speeds

• Macrotexture provides frictional properties for aircraft operating at high speeds

• Microtexture refers to the fine scale roughness contributed by small individual aggregate particles on pavement surfaces which are not readily discernible to the eye but are apparent tothe touch, i.e., the feel of fine sandpaper

• Macrotexture refers to visible roughness of the pavement surface as a whole

• Microtexture provides frictional properties for aircraft operating at low speeds

• Macrotexture provides frictional properties for aircraft operating at high speeds

Reference FAA AC 150 5320-12 Reference FAA AC 150 5320-12

Macrotexture, MicrotextureMacrotexture, Microtexture


Runway Friction and Runway Texture or How Slippery Is WetRunway Friction and Runway Texture or How Slippery Is Wet

• The primary function of macrotexture is to provide paths for water to escape from beneath the aircraft tires─ This drainage property becomes more important as the aircraft

speed increases, tire tread depth decreases, and water depth increases. All three of these factors contribute to hydroplaning.

• Good microtexture provides a degree of "sharpness" necessary for the tire to break through the residual water film that remains after the bulk water has run off

• Both properties (macro/microtexture) are essential in providing skid-resistant pavement surfaces

• The primary function of macrotexture is to provide paths for water to escape from beneath the aircraft tires─ This drainage property becomes more important as the aircraft

speed increases, tire tread depth decreases, and water depth increases. All three of these factors contribute to hydroplaning.

• Good microtexture provides a degree of "sharpness" necessary for the tire to break through the residual water film that remains after the bulk water has run off

• Both properties (macro/microtexture) are essential in providing skid-resistant pavement surfaces

Reference FAA AC 150 5320-12 Reference FAA AC 150 5320-12

Macrotexture, MicrotextureMacrotexture, Microtexture


Runway Macrotexture Effect on Wet Runway FrictionRunway Macrotexture Effect on Wet Runway Friction

• As macrotexture affects the high speed tire braking characteristics, it is of most interest when looking at runway characteristics for friction when wet

• Simply put, a rough macrotexture surface will be capable of a greater tire to ground friction when wet than a smoother macrotexture surface

• As macrotexture affects the high speed tire braking characteristics, it is of most interest when looking at runway characteristics for friction when wet

• Simply put, a rough macrotexture surface will be capable of a greater tire to ground friction when wet than a smoother macrotexture surface

Ground SpeedGround Speed

Dry Dry

Tire to runway friction

Tire to runway friction

Wet smooth macro textureWet smooth

macro texture

Wet rough macro texture

Wet rough macro texture


Effect of Runway Surface On Airplane Wheel Braking PerformanceEffect of Runway Surface On Airplane Wheel Braking Performance

NASA testing published in Technical Paper 2917, “Evaluation of Two Transport Aircraft and Several Ground Test Vehicle Friction Measurements Obtained for Various Runway Surface Types and Conditions”

• Dry• Wet, smooth• “Damp”• Wet, skid-resistant


• Dry• Wet, smooth• “Damp”• Wet, skid-resistant


Effect of Runway Surface On Airplane Wheel Braking PerformanceEffect of Runway Surface On Airplane Wheel Braking Performance



0.008Dryer Drum Mix Asphalt OverlayFAA Technical Center

0.017Small Aggregate AsphaltBrunswick Naval Air Station –BNAS

0.027Portland Cement ConcreteLangley AFB

0.015Large Aggregate AsphaltNASA Wallops Flight Facility

0.006Canvas Belt Finished ConcreteNASA Wallops Flight Facility

0.019Slurry Sealed Asphalt(SSA)NASA Wallops Flight Facility

MacrotextureDepth, in.Test SurfaceTest Site


Effect of Wet Runway Surface on Airplane Wheel BrakingEffect of Wet Runway Surface on Airplane Wheel Braking

Data based on NASA report TP2 917Data based on NASA report TP2 917Ground speed - knotsGround speed - knots2020 4040 8080 100100

00

1010

2020

3030

4040

5050

6060

7070

8080

9090

100100

% of dry runway effective friction


6060

Smooth Runway SurfaceSmooth Runway Surface Surface texture ~ inches

Surface texture ~ inches

Canvas Belt Concrete texture - 737Canvas Belt Concrete texture - 737

0.006”0.006”0.006”0.006”

Canvas Belt Concrete texture - 727Canvas Belt Concrete texture - 727

0.008”0.008”

Dryer Drum Mix Asphalt Overlay aggregate size < 1”texture - 737

Dryer Drum Mix Asphalt Overlay aggregate size < 1”texture - 737

0.017”0.017”

BNAS Small Aggregate Asphalt - 727BNAS Small Aggregate Asphalt - 727

0.019”0.019”

Slurry Sealed Asphalt - 727Slurry Sealed Asphalt - 727

0.019”0.019”

Slurry Sealed Asphalt - 737Slurry Sealed Asphalt - 737

0.015”0.015”

Large aggregate asphalt texture - 737Large aggregate asphalt texture - 737

0.027”0.027”Portland Cement Concrete texture -737

Portland Cement Concrete texture -737


Effect of Damp Runway Surface on Airplane Wheel BrakingEffect of Damp Runway Surface on Airplane Wheel Braking

Data based on NASA report TP2 917Data based on NASA report TP2 917

2020 4040 8080 10010000

1010

2020

3030

4040

5050

6060

7070

8080

9090

100100



6060

“Damp” Smooth Runway Surface“Damp” Smooth Runway Surface Surface texture ~ inches

Surface texture ~ inches

0.006”0.006”

Ground speed - knotsGround speed - knots

0.017”0.017”

BNAS small Aggregate Asphalt - 727 Main

BNAS small Aggregate Asphalt - 727 Main

0.019”0.019”

Slurry Sealed Asphalt - 727 - M + GSlurry Sealed Asphalt - 727 - M + G

SSA 737SSA 737

Slurry Sealed Asphalt - 727 -Main Gear

Slurry Sealed Asphalt - 727 -Main Gear

0.006”0.006”

Canvas Belt Concrete -737

Canvas Belt Concrete -737

Canvas Belt Concrete –727 MainCanvas Belt Concrete –727 Main


Effect of Wet Grooved Runway Surface on Airplane Wheel BrakingEffect of Wet Grooved Runway Surface on Airplane Wheel Braking


2020 4040 8080 10010000

1010

2020

3030

4040

5050

6060

7070

8080

9090

100100



6060

FAA Tech Center Asphalt OverlayAggregate Size < 1”

FAA Tech Center Asphalt OverlayAggregate Size < 1”


No groove - 727No groove - 727

No groove - 737No groove - 737

3” spaced groove - 7373” spaced groove - 737

3” spaced groove - 7273” spaced groove - 7271.5” spaced groove - 7271.5” spaced groove - 727

1.5” spaced groove - 7371.5” spaced groove - 737


Effect of Wet Grooved Runway Surface on Airplane Wheel BrakingEffect of Wet Grooved Runway Surface on Airplane Wheel Braking(continued)(continued)


2020 4040 8080 10010000

1010

2020

3030

4040

5050

6060

7070

8080

9090

100100



6060

NASA Wallops Flight FacilityNASA Wallops Flight Facility


Canvas Belt Concrete, burlap drag 1” groove 737Canvas Belt Concrete, burlap drag 1” groove 737

Canvas Belt Concrete, burlap drag 1” groove 727Canvas Belt Concrete, burlap drag 1” groove 727

Canvas Belt Concrete - 737Canvas Belt Concrete - 737

Canvas Belt Concrete - 727Canvas Belt Concrete - 727


FAA AC 150/5320-12C, "Measurement, Construction, and Maintenance of Skid-Resistant Airport Pavement Surfaces," specifies that the FAA standard groove configuration is:

• 1/4 in (6 mm) in depth, • 1/4 in (6 mm) in width• 1 1/2 in (38 mm) in spacing

FAA AC 150/5320-12C, "Measurement, Construction, and Maintenance of Skid-Resistant Airport Pavement Surfaces," specifies that the FAA standard groove configuration is:

• 1/4 in (6 mm) in depth, • 1/4 in (6 mm) in width• 1 1/2 in (38 mm) in spacing

FAAGrooved Runway SpecificationFAAGrooved Runway Specification


Effect of Wet PFC Runway Surface on Airplane Wheel BrakingEffect of Wet PFC Runway Surface on Airplane Wheel Braking


2020 4040 8080 10010000

1010

2020

3030

4040

5050

6060

7070

8080

9090

100100



6060Ground speed - knotsGround speed - knots

Airport comparisonBNAS/Portland Intl/Peace AFB

Airport comparisonBNAS/Portland Intl/Peace AFB

Portland Intl -11 year old PFC 727Portland Intl -11 year old PFC 727

Peace AFB -PFC 727Peace AFB -PFC 727


Summary of TP 2917 InformationSummary of TP 2917 Information

• Wet runway─ Smooth (lower) macrotexture surface creates less

friction than a rough surface ─ Pavement material makes a significant difference in

the available friction on a wet surface

• Wet Grooved or PFC treatment of runways ─ Improved the wet runway friction capability─ Not the same capability as a dry runway─ Improvement is dependant on runway material (PFC)

and groove spacing

• “Damp” runway─ Friction was reduced compared to dry─ Friction may be better than wet─ Subjective term

• Wet runway─ Smooth (lower) macrotexture surface creates less

friction than a rough surface ─ Pavement material makes a significant difference in

the available friction on a wet surface

• Wet Grooved or PFC treatment of runways ─ Improved the wet runway friction capability─ Not the same capability as a dry runway─ Improvement is dependant on runway material (PFC)

and groove spacing

• “Damp” runway─ Friction was reduced compared to dry─ Friction may be better than wet─ Subjective term


Boeing Historical Wet Runway TestingBoeing Historical Wet Runway Testing

• Later UK CAA certifications used ½ the dry

• Recommendation to use performance labeled Good (0.2 airplane braking coefficient) for wet runway for operational data

• Later UK CAA certifications used ½ the dry

• Recommendation to use performance labeled Good (0.2 airplane braking coefficient) for wet runway for operational data

Support of UK CAA CertificationsSupport of UK CAA Certifications

*Dry runway compared with a wet, smooth runway. Based on flight tests for UK CAA.

55747-100

6045

737-200 ADV• Mark III A/S• Goodyear A/S

5050

727-200 landing:• Main and nose brakes• Main brakes only

50707-300C landing data

Antiskid (μ) limited airplane braking coefficient, % (approximate)*Airplane


Airplanes Not FAA Certified for Wet Runway Takeoff AccountabilityAirplanes Not FAA Certified for Wet Runway Takeoff Accountability• 707, 727, 737-100/-200/Adv/-300/-400/-500, 747-100/-200/-300/-400

757-200, 767-200/-300/-200ER/-300ER, 777-2/300, DC-9/-10, MD-80/-90/-11

• Wet runway performance is in UK CAA and JAA AFMs were appropriate

• Operational data is provided in QRH and FPPM and operational computer programs, weight reductions and V1 adjustments (not applicable for Douglas aircraft)

• JAR-OPS 1─ Essentially the same as operational data─ Douglas aircraft data created as required, different methods of

accounting for wet runway braking

• 707, 727, 737-100/-200/Adv/-300/-400/-500, 747-100/-200/-300/-400 757-200, 767-200/-300/-200ER/-300ER, 777-2/300, DC-9/-10, MD-80/-90/-11

• Wet runway performance is in UK CAA and JAA AFMs were appropriate

• Operational data is provided in QRH and FPPM and operational computer programs, weight reductions and V1 adjustments (not applicable for Douglas aircraft)

• JAR-OPS 1─ Essentially the same as operational data─ Douglas aircraft data created as required, different methods of

accounting for wet runway braking


Wet Runway Performance ConsiderationsWet Runway Performance Considerations

• Reduced runway friction capability taken into account─UK CAA certification─Test data or ½ dry airplane antiskid (μ) limited airplane

braking coefficient─QRH, FPPM data labeled reported braking action of “Good”

recommended for wet runway accountability─Airplane braking coefficient (μB) = 0.20

• 15 foot screen height─Engine inoperative accelerate-go calculation─Results in V1 reduction when re-balancing

• Reverse thrust credit accelerate-stop calculation─Controllability and re-ingestion issues considered

• Reduced runway friction capability taken into account─UK CAA certification─Test data or ½ dry airplane antiskid (μ) limited airplane

braking coefficient─QRH, FPPM data labeled reported braking action of “Good”

recommended for wet runway accountability─Airplane braking coefficient (μB) = 0.20

• 15 foot screen height─Engine inoperative accelerate-go calculation─Results in V1 reduction when re-balancing

• Reverse thrust credit accelerate-stop calculation─Controllability and re-ingestion issues considered

Performance assumptions are changed for wet runway takeoff calculations


AltitudeTemperatureFlap

AltitudeTemperatureFlap

Field lengthField length

Brake release gross weightBrake release gross weight

V1V1

Good(wet) runway balanced field length Good(wet) runway balanced field length

Equal distance conceptEqual distance concept

AFM dry field lengthAFM dry field length

AFM dry balanced V1AFM dry balanced V1

Good(wet) balanced V1Good(wet) balanced V1

Constant field lengthΔ Wt (slippery)Constant field lengthΔ Wt (slippery)

ΔV1 (slippery)ΔV1 (slippery)

QRH and FPPM Weight and V1 AdjustmentsQRH and FPPM Weight and V1 Adjustments


or

Equal Distance ConceptEqual Distance Concept

AccelerateAccelerateGoGo35 ft35 ft

V = 0V = 0

Runway availableRunway available

V1 dry balV1 dry bal

StopStop

AFM dry field length limited weight*AFM dry field length limited weight*AFM dry field length limit weight with AFM dry balanced V1 speedAFM dry field length limit weight with AFM dry balanced V1 speed

All engine distance to 35 feetAll engine distance to 35 feet+ 15%+ 15%

*Note: “Most” airplanes are balanced field length limited*Note: “Most” airplanes are balanced field length limited

OM/FPPM determined Good(wet) field length limit weight Good(wet) balanced V1 speedOM/FPPM determined Good(wet) field length limit weight Good(wet) balanced V1 speed

AccelerateAccelerate

15 ft15 ft

V = 0V = 0StopStop

GoGo

Good(wet) balanced field length limited weight Good(wet) balanced field length limited weight

Reverse thrustReverse thrust

V1 slipperyV1 slippery


or


Airplanes With Wet Runway Performance In the FAA AFM — Amendment 25-92Airplanes With Wet Runway Performance In the FAA AFM — Amendment 25-92

• 737-600/-700/-800/900, 757-300, 767-400, 777-200LR/-300ER, 717

• Covers skid-resistant performance─ Runway must be built and maintained to requirements

of AC 150/5320-12C

• Same data in JAA AFM

• 737-600/-700/-800/900, 757-300, 767-400, 777-200LR/-300ER, 717

• Covers skid-resistant performance─ Runway must be built and maintained to requirements

of AC 150/5320-12C

• Same data in JAA AFM


Current Certification Requirements Amendment 25-92Current Certification Requirements Amendment 25-92

• Amendment 25-92 of the FARs required inclusion of wet runway takeoff performance in the AFM

• Provided a method to account for wet runway wheel braking capability that was based on ESDU 71026─ Both smooth and skid-resistant surfaces are addressed

• Method documented in the FAR’s and AC 25-7

• Amendment 25-92 of the FARs required inclusion of wet runway takeoff performance in the AFM

• Provided a method to account for wet runway wheel braking capability that was based on ESDU 71026─ Both smooth and skid-resistant surfaces are addressed

• Method documented in the FAR’s and AC 25-7

00

0.10.1

0.20.2

0.30.3

0.40.4

0.50.5

00 5050 100100 150150 200200 250250Ground speedGround speed

Braking coefficientBraking coefficient

Individual airplane may be higher or lower based on the antiskid of that airplane.

Individual airplane may be higher or lower based on the antiskid of that airplane.

Wet runwayWet skid-resistantWet runwayWet skid-resistant


Runway ConstructionRunway Construction

• Information from databases may tell surface type and treatment

• Typically there isn’t information provided on standards to which the runway was constructed and is maintained

• Information from databases may tell surface type and treatment

• Typically there isn’t information provided on standards to which the runway was constructed and is maintained

Data from Boeing Airport Information Retrieval SystemData from Boeing Airport Information Retrieval System

870No data available orno special treatment listed

170GroovedConcrete, approximately1,040 runways

2,980No data available orno special treatment listed

15Other friction treatment

110PFC

500GroovedAsphalt, approximately3,640 runways

Approximate numberRunway surface treatmentRunway surface type


Special Wet Runway Performance QuestionsSpecial Wet Runway Performance Questions

• Is clearway allowed on a wet runway?

• Can a reverser be inoperative on a wet runway?

• Can an antiskid be inoperative on a wet runway?

• Is clearway allowed on a wet runway?

• Can a reverser be inoperative on a wet runway?

• Can an antiskid be inoperative on a wet runway?


Maximum Clearway Available for Wet Runway Regulatory AccountabilityMaximum Clearway Available for Wet Runway Regulatory Accountability

AccelerateAccelerate35 ft35 ft


Clearway availableClearway available

Dry runway AFM clearway credit availableDry runway AFM clearway credit available LOLO


AccelerateAccelerate 15 ft15 ft

LOLO

UK CAA wet runway and 747-400 JAA AFM clearway credit available

UK CAA wet runway and 747-400 JAA AFM clearway credit available

V1 wetV1 wet Full credit for distance fromLO to 15 feet


LOLO

777-200 JAA wet runway AFM clearway credit available

777-200 JAA wet runway AFM clearway credit available

V1 wetV1 wet Half credit for distance from LO to 15 feet


LOLO

Current FAA(Amend. 25-92)/JAA wet runway AFM clearway credit available

Current FAA(Amend. 25-92)/JAA wet runway AFM clearway credit available

V1 wetV1 wet No clearway credit allowed


Clearway and Wet Runway for Airplanes Without AFM Wet Runway CoverageClearway and Wet Runway for Airplanes Without AFM Wet Runway Coverage

• FAA AFMs or operational information do not address wet runway performance therefore clearway not addressed

• JAR-OPS 1 does not discuss clearway and wet runway but does instruct that the provisions of AMJ25X1591 or it’s equivalent should be used─ AMJ25X1591

b. The take-off distance on a wet runway is the greater of the following:i. The horizontal distance along the take-off path from the start of the

take-off to the point at which the aeroplane is 15ft above the take-off surface, ……..

c. The take-off run on a wet runway is the greater of the following:i. The horizontal distance along the take-off path from the start of the

take-off to a point at which VLOF is reached, as determined under JAR 25.111 and assuming that the critical engine fails at VEF …….

─ Current NPA to revise AMJ25X1591 removes this language with deference to JAR 25 regulations

• FAA AFMs or operational information do not address wet runway performance therefore clearway not addressed

• JAR-OPS 1 does not discuss clearway and wet runway but does instruct that the provisions of AMJ25X1591 or it’s equivalent should be used─ AMJ25X1591

b. The take-off distance on a wet runway is the greater of the following:i. The horizontal distance along the take-off path from the start of the

take-off to the point at which the aeroplane is 15ft above the take-off surface, ……..

c. The take-off run on a wet runway is the greater of the following:i. The horizontal distance along the take-off path from the start of the

take-off to a point at which VLOF is reached, as determined under JAR 25.111 and assuming that the critical engine fails at VEF …….

─ Current NPA to revise AMJ25X1591 removes this language with deference to JAR 25 regulations


Clearway and Wet Runway Boeing Operational SoftwareClearway and Wet Runway Boeing Operational Software

• Boeing Operational Software – BTOPS/BTM databases follow regulatory guidelines where they are addressed─ Amend. 25-92, UK CAA, 747-400 and 777-200 JAR certification

• BTOPS databases provide data for slippery runway─ Clearway is not allowed in the calculation─ Data based on OM/FPPM/PEM weight reductions and

V1 adjustments─ Data created based on equal distance concept and balanced field

length considerations

• MTOPS ─ Clearway is not allowed in the calculation

• Boeing Operational Software – BTOPS/BTM databases follow regulatory guidelines where they are addressed─ Amend. 25-92, UK CAA, 747-400 and 777-200 JAR certification

• BTOPS databases provide data for slippery runway─ Clearway is not allowed in the calculation─ Data based on OM/FPPM/PEM weight reductions and

V1 adjustments─ Data created based on equal distance concept and balanced field

length considerations

• MTOPS ─ Clearway is not allowed in the calculation


Operational Practice — Clearway and Wet Runway for Airplanes Without AFM Wet Runway CoverageOperational Practice — Clearway and Wet Runway for Airplanes Without AFM Wet Runway Coverage

Question: The dry runway analysis is based on clearway. Can the slippery runway adjustments be applied to this data?

Following example will show the effect of this accounting

Question: The dry runway analysis is based on clearway. Can the slippery runway adjustments be applied to this data?

Following example will show the effect of this accounting


First, remember the weight reductions and V1adjustments are based on an equal distance concept• Dry runway weight with dry runway V1 takes the same

distance as• Slippery(Good(wet)) with slippery V1 after weight and

V1 adjustments are applied

First, remember the weight reductions and V1adjustments are based on an equal distance concept• Dry runway weight with dry runway V1 takes the same

distance as• Slippery(Good(wet)) with slippery V1 after weight and

V1 adjustments are applied


V = 0V = 0



StopStop

AFM dry field length limited weight*AFM dry field length limited weight*

All engine distance to 35 feetAll engine distance to 35 feet+ 15%+ 15%


15 ft15 ft

StopStop

GoGoV1 slipperyV1 slippery

Good(wet) balanced field length limited weight which takes the same distanceGood(wet) balanced field length limited weight which takes the same distance

V = 0V = 0Reverse thrustReverse thrust


Consider Dry Runway Distance With Credit for ClearwayConsider Dry Runway Distance With Credit for Clearway


V = 0V = 0


V1 dry with clearwayV1 dry with clearway

StopStop

ClearwayClearway

BaselineBaseline AFM field length limited—dry runway with clearwayAFM field length limited—dry runway with clearway


15 ft15 ft

StopStop

GoGoReverse thrustReverse thrust

V1 Good (wet) with clearwayV1 Good (wet) with clearway

V = 0V = 0

Now apply weight and V1 adjustments to get slippery-good(wet) performance Now apply weight and V1 adjustments to get slippery-good(wet) performance

Slippery runway—FPPM-OM performance applied to AFM field length limited with clearway. Slippery runway—FPPM-OM performance applied to AFM field length limited with clearway.


Example of Calculation, Dry Weight With Clearway Adjusted for Slippery-Good(Wet)Example of Calculation, Dry Weight With Clearway Adjusted for Slippery-Good(Wet)

70,3001,30071,600

72,1001,30073,400

Good(wet) slippery field length limited weight, kgWeight reduction, Good(wet), kgDry field length limited weight, kg

Example at sea level with 6,500 ft of runway and maximum allowable clearway available.

6,1476,5007,2406,50013571,60030

6,1706,5007,2406,50013773,40015

Accelerate–stop distance,

ftDistance to 35

ft, ftDry field

length limited weight, kg

Temperature, ºC V1, KIAS 1.15 AE

distance, ftTakeoff run, ft


6,1277,11212770,30030

6,1267,12312972,10015

Distance to LO following

EF, ft

Distance to 15 ft following

EF, ft

V1, adjusted for slippery

and clearway – QRH based

KIAS

Good(wet) slippery field length limited

weight, kg

Temperature, ºC

Example of Calculation, Dry Weight With Clearway Adjusted for Slippery-Good(Wet)Example of Calculation, Dry Weight With Clearway Adjusted for Slippery-Good(Wet)

• This method results with 15 feet beyond the end of the runway─ May or may not be an issue depending on airline policy and

operating regulatory requirements─ Does not effect performance unless at/near field length

limited weight─ BTOPS/MTOPS ignore clearway if slippery is chosen and

direct calculation of Good(wet) runway weight limit is done

• This method results with 15 feet beyond the end of the runway─ May or may not be an issue depending on airline policy and

operating regulatory requirements─ Does not effect performance unless at/near field length

limited weight─ BTOPS/MTOPS ignore clearway if slippery is chosen and

direct calculation of Good(wet) runway weight limit is done

6,500

6,500

Runway available, ft


Reverser Inoperative and Wet RunwayReverser Inoperative and Wet Runway

• Amendment 25-92 inclusion of wet runway takeoff performance caused creation of a new proviso in MMEL─ AFM performance credit for reverse thrust for wet

runway takeoff─ New proviso only applicable for Amend 25-92 certified

performance

• Most non-Amend 25-92 airplanes have performance available in operational computer programs, FCOM and FPPM

• Amendment 25-92 inclusion of wet runway takeoff performance caused creation of a new proviso in MMEL─ AFM performance credit for reverse thrust for wet

runway takeoff─ New proviso only applicable for Amend 25-92 certified

performance

• Most non-Amend 25-92 airplanes have performance available in operational computer programs, FCOM and FPPM



Wet Runway and Antiskid InoperativeWet Runway and Antiskid Inoperative

• Prior to Amend. 25-92 wet runway takeoff and antiskid inoperative performance had not been addressed in the FAA AFM or MMEL.

• The new certification standard raised the visibility of this type operation

• Initial 737NG AFM was released with this operation prohibited.

• In 2002, the FAA published a policy letter (PL) which specifically addressed takeoffs on wet runways with antiskid inoperative.─ FAA PL-113 dated 20 December, 2002

• Prior to Amend. 25-92 wet runway takeoff and antiskid inoperative performance had not been addressed in the FAA AFM or MMEL.

• The new certification standard raised the visibility of this type operation

• Initial 737NG AFM was released with this operation prohibited.

• In 2002, the FAA published a policy letter (PL) which specifically addressed takeoffs on wet runways with antiskid inoperative.─ FAA PL-113 dated 20 December, 2002


PL-113, Wet Runway Takeoff With Antiskid InoperativePL-113, Wet Runway Takeoff With Antiskid Inoperative

FOEBs may continue to grant relief….

• The runway is grooved or has a PFC surface

• All reversers are operative

• Approved performance data is available

• Operator training programs include antiskid inoperative braking procedures

FOEBs may continue to grant relief….

• The runway is grooved or has a PFC surface

• All reversers are operative

• Approved performance data is available

• Operator training programs include antiskid inoperative braking procedures


PL-113, Wet Runway Takeoff With Antiskid InoperativePL-113, Wet Runway Takeoff With Antiskid Inoperative

• 737NG – Boeing performed flight test─ AFM-DPI alternate performance ─ Must be specifically called out in the AFM

• Pre Amend. 25-92 airplanes─ Not addressed by FAA AFM or MMEL─ No performance data specifically supplied─ Recent studies indicate the use of the braking

action “poor” data would be conservative─Apply “poor” weight and V1 adjustments to the

dry runway antiskid operative field/obstacle limited weight to obtain wet runway anti-skid inoperative takeoff performance

• 737NG – Boeing performed flight test─ AFM-DPI alternate performance ─ Must be specifically called out in the AFM

• Pre Amend. 25-92 airplanes─ Not addressed by FAA AFM or MMEL─ No performance data specifically supplied─ Recent studies indicate the use of the braking

action “poor” data would be conservative─Apply “poor” weight and V1 adjustments to the

dry runway antiskid operative field/obstacle limited weight to obtain wet runway anti-skid inoperative takeoff performance


Wet Runway Takeoff With Antiskid Inoperative – Flight Crew IssuesWet Runway Takeoff With Antiskid Inoperative – Flight Crew Issues

• Additional pilot education and training─ Stopping sequence change with antiskid

inoperative─With antiskid inoperative the last step in the

RTO procedure in brake application─ Light brake application through out the maneuver

• Additional pilot education and training─ Stopping sequence change with antiskid

inoperative─With antiskid inoperative the last step in the

RTO procedure in brake application─ Light brake application through out the maneuver


SummarySummary• Runway surface can have a significant effect on an

airplanes stopping performance on a wet runway─ Macrotexture, treatment (grooved, PFC)

• Certification standards for wet runway takeoff have changed over the years─ Current certification standard, includes wet

runway takeoff performance in AFM─ 15 foot screen height, reverse thrust credit─ Clearway accountability

• Other items─ Wet Skid-resistant─ Reverser inoperative─ Antiskid inoperative

• Runway surface can have a significant effect on an airplanes stopping performance on a wet runway─ Macrotexture, treatment (grooved, PFC)

• Certification standards for wet runway takeoff have changed over the years─ Current certification standard, includes wet

runway takeoff performance in AFM─ 15 foot screen height, reverse thrust credit─ Clearway accountability

• Other items─ Wet Skid-resistant─ Reverser inoperative─ Antiskid inoperative

Documents

Wet Runway, Physics, Certification, Applicationleonardo-in-flight.nl/PDF/Boeing Wet Runway (Physics-Certfication and Application).pdfWet Runway Performance Considerations • Reduced